Server and method for adjusting power supply and demand

Abstract

To maintain power supply / demand balance of a power network while considering an advantage (a convenience and an economical value) of a user.SOLUTION: A plurality of power adjustment resources include a power facility 17 in which power supply from a vehicle 8 to a power network MG and electrical charging from a power network MG to a vehicle 7 are constituted to be available. When input of a movement schedule including a movement date, a departure point and a destination point is received from a user of the vehicle, a processor 21 of a server 2 predicts power supply / demand balance of a power network in the movement date on the basis of power supply / demand result information in the power network MG according to a program. The processor 21 executes at least one of a proposal of maintaining the vehicle in a state being connected to the power facility 17 and incentive giving due to a response of the vehicle to a requirement of power supply / demand balance adjustment in the movement date for the user when it is predicted that power supply / demand balance adjustment is performed in the movement date.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a server and a method for adjusting power supply and demand.

Background Art

[0002] Japanese Patent Application Laid-Open No. 2021-129441 (Patent Document 1) discloses a power management system that manages power transmitted and received between a charging / discharging stand capable of connecting a plurality of electric vehicles and a power grid. In this power management system, the server adjusts the power transmitted and received between the charging / discharging stand and the power grid by using electric vehicles for which the power supply and demand adjustment period in the power grid is included in the period during which the electric vehicles are connected to the charging / discharging stand.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the above power management system, electric vehicles not connected to the charging / discharging stand during the period when power adjustment of the power grid is being carried out cannot respond to requests to participate in power adjustment. In this case, since the electric vehicles cannot be used as power adjustment resources, there is a concern that it may be difficult to adjust the power supply and demand balance in the power grid.

[0005] The present disclosure has been made to solve the above problems, and an object of the present disclosure is to maintain the power supply and demand balance of the power grid while considering the interests (convenience and economic value) of users.

Means for Solving the Problems

[0006] (1) A server according to a first aspect of the present disclosure is a server that manages a plurality of power adjustment resources electrically connected to a power grid. The plurality of power adjustment resources includes power facilities configured to be capable of feeding power from a vehicle to the power grid and charging the vehicle from the power grid. The server includes a processor and a memory that stores a program executable by the processor. When receiving an input of a travel schedule including a travel date and time, a departure point, and a destination point from a user of the vehicle, the processor predicts a power supply-demand balance of the power grid at the travel date and time based on power supply-demand actual information in the power grid according to the program. When it is predicted that the power supply-demand balance will be adjusted at the travel date and time, the processor executes at least one of a proposal to the user to keep the vehicle connected to the power facility at the travel date and time and an incentive for the vehicle to respond to a request for adjusting the power supply-demand balance.

[0007] According to the configuration described in (1) above, the user can choose whether to use the vehicle to travel to the destination point on the day of travel based on their own travel schedule on the day of travel, or to follow the proposal from the server and keep the vehicle connected to the power facility, and participate in the adjustment of the power supply-demand balance with the vehicle. Alternatively, when the user chooses to use a means of travel other than the vehicle on the day of travel and participate in the adjustment of the power supply-demand balance with the vehicle, the user can receive an incentive. According to this, the server can encourage the user to participate in the adjustment of the power supply-demand balance while ensuring the convenience and economic value of the user. Therefore, it is possible to maintain the power supply-demand balance while considering the interests of the user.

[0008] (2) As the above proposal, the processor proposes traveling from the departure point to the destination point using public transportation.

[0009] According to the configuration described in (2) above, by proposing to the user the use of public transportation for travel, for the user, based on the schedule on the day of their own travel, they can choose whether to travel by vehicle, travel by public transportation, or participate in the adjustment of the power supply and demand balance of the vehicle. In addition, the user can receive incentives associated with the use of public transportation.

[0010] (3) The processor creates a first travel route using a vehicle and at least one second travel route using public transportation based on the travel schedule. The processor presents the first travel route and at least one second travel route to the user, together with the travel time required for each.

[0011] According to the configuration described in (3) above, the user can select an appropriate travel route based on the schedule on the day of their own travel, considering the travel time required for each of the multiple travel routes presented by the server. In this way, while ensuring the convenience of the user, it is possible to encourage the user to participate in the adjustment of the power supply and demand balance of the vehicle.

[0012] (4) For each of the first travel route and at least one second travel route, the processor calculates the power consumption per passenger in the travel time required. The processor sets priorities for the first travel route and at least one second travel route in ascending order of the power consumption per passenger. The processor presents the first travel route and at least one second travel route to the user in descending order of priority.

[0013] According to the configuration described in (4) above, the user can select an appropriate travel route considering the schedule on the day of travel and the power consumption per passenger. If the user selects a travel route with a low power consumption per passenger, the power consumption of the power grid on the day of travel can be suppressed.

[0014] (5) Based on the power supply and demand performance information, the processor predicts the time period during which the power supply and demand balance will be adjusted at the moving date and time, and presents the predicted time period to the user.

[0015] According to the configuration described in (5) above, the user can select a moving route that is considered appropriate for their convenience and / or economic value, taking into account the schedule on the moving day and the time period during which the power supply and demand balance is adjusted.

[0016] (6) The processor presents information regarding incentives to the user.

[0017] According to the configuration described in (6) above, the user can select a moving route that is considered appropriate for their convenience and / or economic value, taking into account the schedule on the moving day and the incentives.

[0018] (7) When the processor receives an input of the user's attributes together with the moving schedule, it determines whether to make a proposal to the user according to the user's attributes.

[0019] According to the configuration described in (7) above, it is possible to propose to limit only users who have no problem using means of transportation other than a vehicle to keep the vehicle connected to the power facility.

[0020] (8) The processor is configured to make a proposal when the user has a first attribute, while not making a proposal when the user has a second attribute. The first attribute includes healthy persons, and the second attribute includes at least one of persons with disabilities, the elderly, pregnant women, and those with children.

[0021] According to the configuration described in (8) above, by not proposing to keep the vehicle connected to the power facility for users who are likely to have reduced mobility, the convenience of such users can be ensured.

[0022] (9) The processor creates a first travel route using a vehicle and at least one second travel route using public transportation based on the travel schedule. For each of the first travel route and the at least one second travel route, the processor calculates an incentive given to the user and the physical burden on the user. When the user has a first attribute, the processor sets priorities for the first travel route and the at least one second travel route in descending order of incentive. When the user has a second attribute, the processor sets priorities for the first travel route and the at least one second travel route in ascending order of the user's physical burden. The processor presents the first travel route and the at least one second travel route to the user in descending order of priority.

[0023] According to the configuration described in (9) above, for a user with a high probability of reduced mobility, it is possible to make a proposal considering the convenience of the user by preferentially proposing a travel route with a small physical burden.

[0024] (10) A power supply and demand adjustment method for managing a plurality of power adjustment resources electrically connected to a power grid, wherein the plurality of power adjustment resources includes power facilities configured to be capable of feeding power from a vehicle to the power grid and charging the vehicle from the power grid. The power supply and demand adjustment method includes, when receiving an input of a travel schedule including a travel date and time, a departure point, and a destination from a user of the vehicle, predicting a power supply and demand balance of the power grid at the travel date and time based on power supply and demand performance information in the power grid; and when it is predicted that the power supply and demand balance will be adjusted at the travel date and time, performing at least one of a proposal to the user to keep the vehicle connected to the power facilities at the travel date and time and giving an incentive for the vehicle to respond to the request for adjusting the power supply and demand balance.

[0025] According to the configuration described in the above (10), the user can choose whether to use the vehicle to move to the destination on the day of their own movement based on the schedule for that day, or to keep the vehicle connected to the power facility according to the proposal from the server and let the vehicle participate in the adjustment of the power supply-demand balance. Alternatively, when the user chooses to use a means of movement other than the vehicle on the day of movement and let the vehicle participate in the adjustment of the power supply-demand balance, the user can receive an incentive. According to this, the server can encourage the user to let the vehicle participate in the adjustment of the power supply-demand balance while ensuring the convenience and economic value of the user. Therefore, it is possible to maintain the power supply-demand balance of the power grid while considering the interests of the user.

Advantages of the Invention

[0026] According to the present disclosure, it is possible to maintain the power supply-demand balance of the power grid while considering the interests (convenience and economic value) of the user.

Brief Description of the Drawings

[0027]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Embodiments for Carrying Out the Invention

[0028] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the figures, the same or corresponding parts are denoted by the same reference numerals, and their descriptions will not be repeated.

[0029] <Overall Configuration of Power System> FIG. 1 is a diagram showing a schematic configuration of a power system according to an embodiment of the present disclosure. The power system 100 includes a CEMS 1, a CEMS server 2, a substation and transmission equipment 3, a power grid 4, a power distribution and transmission utility server 5, a public transportation agency server 6, and a user terminal 9. The CEMS 1 means a Community Energy Management System or a City Energy Management System.

[0030] The CEMS 1 includes a Home Energy Management System (HEMS) 13, a generator 14, a natural fluctuation power source 15, an Energy Storage System (ESS) 16, a plurality of charging stands (EVSEs) 17, a plurality of vehicles 7 and 8, a train 10, and a bus 11. In the CEMS 1, a microgrid MG is constructed by these components. Note that the microgrid MG corresponds to an example of a "power grid".

[0031] The HEMS 13 is a system that manages the supply and demand of electric power used in a home. The HEMS 13 includes home appliances (lighting equipment, air conditioners, other electrical products, etc.) that operate using the electric power supplied from the microgrid MG. The HEMS 13 may include a solar panel, a home heat pump system, a home cogeneration system, a home storage battery, etc. The HEMS 13 further includes a HEMS server 130 capable of two-way communication with the CEMS server 2.

[0032] The generator 14 is a power generation facility that does not depend on weather conditions, and outputs the generated electric power to the microgrid MG. The generator 14 may include a steam turbine generator, a gas turbine generator, a diesel engine generator, a gas engine generator, a biomass generator, a stationary fuel cell, etc. The generator 14 may include a cogeneration system that utilizes the heat generated during power generation.

[0033] The natural variable power source 15 is a power generation facility whose power generation output varies depending on weather conditions, and outputs the generated electric power to the microgrid MG. Although a solar power generation facility (solar panel) is illustrated in FIG. 1, the natural variable power source 15 may include a wind power generation facility instead of or in addition to the solar power generation facility.

[0034] The power storage system 16 is a stationary power source that stores the electric power generated by the natural variable power source 15 or the like. The power storage system 16 is a secondary battery, for example, a lithium-ion battery or a nickel-metal hydride battery of a battery (recycled product) used in a vehicle. However, the power storage system 16 is not limited to a secondary battery, and may be a power-to-gas device that produces gaseous fuels (hydrogen, methane, etc.) using surplus electric power.

[0035] Each of the plurality of charge / discharge facilities 17 is electrically connected to the microgrid MG and is configured to be capable of charging and discharging (power supply) with the microgrid MG. Note that the charge / discharge facility 17 corresponds to an embodiment of the "power facility".

[0036] The plurality of vehicles 7, 8 may specifically include plug-in hybrid vehicles (PHVs), electric vehicles (EVs), plug-in fuel cell vehicles, etc. Each vehicle 8 includes an HMI (Human Machine Interface) 80 for exchanging various information between the vehicle and the user. The HMI 80 is, for example, a touch panel display (not shown) of a navigation system. Although not shown, vehicle 7 also includes an HMI in the same manner.

[0037] At least some of the plurality of vehicles 7, 8 are configured to be able to supply power from the microgrid MG to the vehicle when the charging cable of the charging and discharging facility 17 is connected to an inlet (not shown) of the vehicle. This mode of power supply is also referred to as "external charging". Also, at least some of the plurality of vehicles 7, 8 are configured to be able to supply power from the vehicle to the microgrid MG when the charging cable of the charging and discharging facility 17 is connected to an outlet (not shown) of the vehicle. This mode of power supply is also referred to as "external power feeding". Among the plurality of vehicles 7, 8, there may be included vehicles configured to be capable of both external charging and external power feeding.

[0038] The train 10 is a railway vehicle for the purpose of transporting a plurality of passengers and has passenger cars where people can get on and off. The train 10 runs on the track receiving power supply from the microgrid MG. The train 10 is configured to be capable of power running using the power supplied from the microgrid MG and regeneration in which the regenerative power generated by regenerative braking is fed back to the microgrid MG in reverse.

[0039] Bus 11 is a vehicle intended for the transportation of multiple passengers, typically a route bus or an express bus. Bus 11 is equipped with a battery for storing vehicle power, and is configured such that power can be supplied from the microgrid MG to the bus (external charging) when a charging cable is connected to the bus inlet (not shown). Bus 11 is configured to be able to execute either manual driving or autonomous driving. Bus 11 may be configured to be able to switch between manual driving and autonomous driving. The tram 10 and the bus 11 correspond to one example of "public transportation".

[0040] In the example shown in FIG. 1, the number of the HEMS 13, the generator 14, the natural fluctuation power source 15, the power storage system 16, the tram 10, and the bus 11 included in the CEMS 1 is one each, but the number of these systems or facilities included is arbitrary. The CEMS 1 may include a plurality of these systems or facilities. Also, there may be systems or facilities not included in the CEMS 1. The HEMS 13 may include facilities such as a generator, or may include the charge / discharge facility 17 and the vehicles 7 and 8.

[0041] Also, although not shown, the CEMS 1 may further include a factory energy management system (FEMS: Factory Energy Management System) and a building energy management system (BEMS: Building Energy Management System). The FEMS is a system that manages the supply and demand of electric power used in a factory, and includes factory buildings and industrial facilities that operate using the electric power supplied from the microgrid MG. The FEMS may include power generation facilities installed in the factory. The BEMS is a system that manages the supply and demand of electric power used in buildings such as offices or commercial facilities, and includes lighting equipment and air conditioning equipment installed in the building. The BEMS may include a power generation facility or a heat and cold source system (waste heat recovery system, heat storage system, etc.). Each of the FEMS and the BEMS further includes a server capable of two-way communication with the CEMS server 2.

[0042] Each of the HEMS 13, generator 14, natural fluctuation power source 15, power storage system 16, and plurality of charge / discharge facilities 17 included in the CEMS 1 corresponds to an example of the "plurality of power adjustment resources".

[0043] The CEMS server 2 is a computer that manages the power adjustment resources within the CEMS 1. The CEMS server 2 includes a control device 21, a storage device 22, and a communication device 23. The control device 21 includes a processor and is configured to execute predetermined arithmetic processing. The storage device 22 includes a memory that stores programs executed by the control device 21 and stores various types of information (maps, relational expressions, parameters, etc.) used in those programs. The communication device 23 includes a communication interface and is configured to communicate with the outside (other servers, etc.).

[0044] The CEMS server 2 may be an aggregator server. An aggregator is an electric utility that bundles a plurality of power adjustment resources and provides an energy management service. The CEMS server 2 corresponds to an example of a "server". Also, the server 130 included in the HEMS 13 can be regarded as a "server".

[0045] The power receiving / transforming facility 3 is provided at the connection point (power receiving point) of the microgrid MG and is configured to be able to switch between parallel connection (connection) / disconnection (separation) of the microgrid MG and the power grid 4. Although not shown in detail, the power receiving / transforming facility 3 includes a switching device on the high voltage side (primary side), a transformer, a protection relay, measuring equipment, and a control device. When the microgrid MG is connected to the power grid 4, the power receiving / transforming facility 3 receives, for example, AC power of extra-high voltage (voltage exceeding 7000V) from the power grid 4, steps down the received power, and supplies it to the microgrid MG.

[0046] The power grid 4 is a power grid constructed by power plants and power transmission and distribution facilities. In this embodiment, the power company serves as both a power generation company and a power transmission and distribution company. The power company corresponds to a general power transmission and distribution company and also corresponds to the administrator of the power grid 4, and maintains and manages the power grid 4.

[0047] The power transmission and distribution utility server 5 belongs to the power company and is a computer that manages the power supply and demand of the power system 4. The power transmission and distribution utility server 5 is configured to enable two-way communication with the CEMS server 2.

[0048] The public transportation agency server 6 is a computer that manages the operation of public transportation agencies (such as trains 10 and buses 11). The public transportation agency server 6 is configured to enable two-way communication with the CEMS server 2.

[0049] The user terminal 9 is a terminal operable by the administrators (vehicle users) of vehicles 7 and 8. The user terminal 9 receives inputs from users. In this embodiment, a smartphone equipped with a touch panel display is adopted as the user terminal 9. The user terminal 9 incorporates a computer. However, the user terminal 9 is not limited to a smartphone. For example, a laptop, a tablet terminal, a wearable terminal, etc. can also be adopted as the user terminal 9.

[0050] The user terminal 9 is registered in the CEMS server 2 in advance and is configured to enable two-way communication with the CEMS server 2. Application software (hereinafter also referred to as "mobile app") for setting a movement route described later is installed in the user terminal 9. The user can make a movement schedule using the mobile app prior to moving. The user terminal 9 can exchange information with the CEMS server 2 through the mobile app.

[0051] <Power supply and demand balance> In the microgrid MG, it is required to maintain the power supply and demand balance for power stabilization. Therefore, the CEMS server 2 executes power adjustment of the microgrid MG using a plurality of power adjustment resources included in the CEMS1. The CEMS server 2 can make a plurality of power adjustment resources function as a virtual power plant (VPP: Virtual Power Plant) by remotely and integrally controlling the plurality of power adjustment resources.

[0052] In order to integrally control a plurality of power adjustment resources as a VPP, the CEMS server 2 can perform demand response (DR) on each power adjustment resource. Through this DR, each power adjustment resource is requested to perform power adjustment of the microgrid MG (for example, promoting power consumption, suppressing power consumption, or reverse power flow).

[0053] Among the plurality of power adjustment resources, the charge and discharge facility 17 can cause the vehicle connected to the charge and discharge facility 17 to perform the power adjustment requested from the CEMS server 2. In the example of FIG. 1, the vehicle 7 can participate in DR through external charging, and the vehicle 8 can participate in DR through external power supply.

[0054] The user of the vehicle participating in DR permits the CEMS server 2 to remotely control the vehicle. In a situation where remote control of the vehicle by the CEMS server 2 is permitted, the CEMS server 2 controls the charge and discharge facility 17 so that the vehicle performs power adjustment (charge promotion, charge suppression, or discharge) of the microgrid MG. Thereby, the vehicles 7 and 8 can execute external charging or external power supply in response to the request from the CEMS server 2 to participate in DR.

[0055] However, when a vehicle is not connected to the charge and discharge facility 17 while a request to participate in DR from the CEMS server 2 is being made, there is a concern that it may be difficult to smoothly perform power adjustment of the microgrid MG because the vehicle cannot participate in DR. Therefore, the user of the vehicle is required to connect the vehicle to the charge and discharge facility 17 in advance according to the time period when DR is expected to be implemented.

[0056] On the other hand, during the period when the vehicle is connected to the charge and discharge facility 17, the user cannot use the vehicle, so a user who wants to move is forced to use a means of transportation other than the vehicle, such as the train 10 or the bus 11. There is a concern that this may impair the convenience of the user.

[0057] Therefore, in this embodiment, the CEMS server 2 is configured to realize power adjustment of the microgrid MG while considering the user's interests by exchanging information with the user terminal 9. The user's interests include the convenience of the user during movement and the economic value (incentive) given as a reward for participating in DR.

[0058] Specifically, in a scenario where a vehicle user sets a travel route using the mobile app installed on the user terminal 9, the CEMS server 2 is configured to present the user with a travel route that takes into account the user's interests based on the travel schedule input by the user and the power supply and demand performance information obtained from the power distribution utility server 5. Through the presentation of this travel route, when it is predicted that power adjustment of the microgrid MG will be carried out at the travel date and time, the CEMS server 2 proposes to the user to keep the vehicle connected to the power facility at the travel date and time. In addition, the CEMS server 2 gives an incentive to the user who responds to the invitation to participate in power adjustment according to the proposal.

[0059] <Setting of travel route> FIG. 2 is a flowchart showing the processing related to the setting of the travel route using the user terminal 9. This flowchart is repeatedly executed by being called from a main routine (not shown) every time a predetermined condition is satisfied or every predetermined period. In FIG. 2, a series of processes executed by the user terminal 9 are shown on the left side, and a series of processes executed by the CEMS server 2 are shown on the right side. Each step is realized by software processing by the user terminal 9 or the CEMS server 2, but may also be realized by hardware (electric circuit) provided in the user terminal 9 or the CEMS server 2. Hereinafter, the steps are abbreviated as S.

[0060] As shown in FIG. 2, in S11, the user terminal 9 determines whether it has received an input regarding the movement schedule from the user. The user can start the mobile application and input the movement schedule into the user terminal 9. The movement schedule includes information regarding the movement date and time, the departure point, and the destination point. The movement schedule can further include information regarding the scheduled departure time and / or the scheduled arrival time.

[0061] When the user input regarding the movement schedule is received (when the determination in S11 is YES), in S12, the user terminal 9 generates schedule information including the movement schedule and the user's identification information (user ID), and transmits the generated schedule information to the CEMS server 2.

[0062] Also, in S13, the user terminal 9 generates user information regarding the user and transmits it to the CEMS server 2. The user information includes information regarding the user's attributes and the user ID. In the present embodiment, the user's attributes refer to those that describe the nature of the user's movement ability. For example, it includes information such as age, healthy person, disabled person, pregnant woman, person with children, etc. Generally, the elderly tend to have a lower movement ability compared to the young. Disabled persons tend to have a lower movement ability compared to healthy persons. Also, in the case of pregnant women and persons with children, their movement ability tends to be lower compared to those without. The user can omit the input of attributes by registering their own attributes in the mobile application in advance.

[0063] In S21, the CEMS server 2 determines whether it has received the schedule information and the user information from the user terminal 9. When the CEMS server 2 has received the schedule information and the user information from the user terminal 9 (when the determination in S21 is YES), the CEMS server 2 generates movement route information indicating the movement route along which the user who operated the user terminal 9 moves, based on the received information.

[0064] Specifically, in S22, the CEMS server 2 accesses the power transmission and distribution utility server 5 to obtain information on the power supply and demand performance in the microgrid MG. The power supply and demand performance information includes the transition of the power supply and demand balance in the microgrid MG and information on the history of the implementation of DR.

[0065] In S23, the CEMS server 2 predicts the power supply and demand balance on the moving day using the moving date and time included in the schedule information and the power supply and demand performance information obtained in S22. In S23, the CEMS server 2 predicts the power supply and demand balance on the moving day by referring to the power supply and demand performance information under conditions where the moving date and time, season, weather, temperature, day of the week, etc. are similar. Note that regarding the weather and temperature on the moving date and time, they can be obtained from the Japan Meteorological Agency or other weather forecasting services. The CEMS server 2 may also predict the power supply and demand balance on the moving day using the power supply and demand forecast generated by the power transmission and distribution utility server 5.

[0066] Next, in S24, the CEMS server 2 accesses the public transportation agency server 6 to obtain the operation information of the public transportation agency during the moving time zone on the moving day. The moving time zone can be set based on the scheduled departure time and / or scheduled arrival time included in the moving schedule. The operation information of the public transportation agency includes the operation schedules of the train 10 and the bus 11. The operation information may also include information indicating the degree of congestion and the number of passengers of the train 10 and the bus 11 during the moving time zone.

[0067] In S25, the CEMS server 2 generates moving route information indicating the moving route from the departure point to the destination point based on the schedule information and user information obtained in S21, the power supply and demand balance on the moving day predicted in S23, and the operation information of the public transportation agency during the moving time zone obtained in S24.

[0068] FIG. 3 is a flowchart showing an example of the process of generating moving route information (S25 in FIG. 2).

[0069] As shown in FIG. 3, in S251, based on the schedule information received from the user terminal 9, the map information acquired in advance, and the operation information of the public transportation obtained from the public transportation server 6, the CEMS server 2 searches for a plurality of movement routes for moving from the departure point to the destination point. The plurality of movement routes include a movement route using a vehicle (POV: Personally Owned Vehicle) owned by the user, and a movement route using public transportation such as the train 10 and the bus 11. The movement route using the POV corresponds to the "first movement route", and the movement route using public transportation corresponds to the "second movement route".

[0070] In S252, the CEMS server 2 calculates the time required for movement (movement required time) for each of the plurality of searched movement routes. The movement required time of the movement route using the POV can be calculated based on, for example, the distance of the movement route and the average vehicle speed on the movement route. The average vehicle speed may be an actual value based on the driving history of the POV, or a value based on big data collected from a vehicle of the same type as the POV. Alternatively, the movement required time may be calculated based on the driving history of the POV (which may be a vehicle of the same type as the POV).

[0071] The movement required time of the movement route using the train 10 and / or the bus 11 includes the time of boarding the train 10 and / or the bus 11, the time of walking from the departure point (for example, home) to the nearest station or bus stop, and the time of walking from the station or bus stop where getting off the train 10 or the bus 11 to the destination point. The time of boarding the train 10 and / or the bus 11 can be calculated based on the operation information of the public transportation. The walking time from the departure point to the nearest station or bus stop can be calculated based on the route from the departure point to the nearest station or bus stop and the average walking speed of an adult. The walking time from the station or bus stop where getting off to the destination point can be calculated based on the route from the station or bus stop where getting off to the destination point and the average walking speed of an adult.

[0072] Next, in S253, the CEMS server 2 determines whether the user has a predetermined attribute based on the user information. The predetermined attribute is an attribute that is presumed to have a reduced mobility ability, and includes, for example, the elderly, disabled persons, pregnant women, those with children, etc. In S253, when the user's attribute includes at least one of the elderly, disabled persons, pregnant women, and those with children, the CEMS server 2 determines that the user has the predetermined attribute. When the user's attribute does not include any of the elderly, disabled persons, pregnant women, and those with children, the CEMS server 2 determines that the user does not have the predetermined attribute.

[0073] When the user has the above-described predetermined attribute (when the determination in S253 is YES), the CEMS server 2 proceeds to S260 and calculates the physical burden imposed on the user by each of the plurality of movement routes. In S260, as the physical burden, the distance that the user walks in each movement route is calculated. For example, in the case of a movement route that moves from the starting point to the destination using POV, since the distance that the user walks is substantially zero, the physical burden imposed on the user is also substantially zero. On the other hand, in the case of a movement route that walks from the starting point to the nearest station, uses the train 10, and walks to the destination after getting off the train 10, the sum of the distances of these two walking sections is obtained as the physical burden. It is determined that the greater the walking distance, the greater the physical burden on the user.

[0074] In S261, the CEMS server 2 sets priorities for the plurality of movement routes in ascending order of the physical burden on the user. In S261, among the plurality of movement routes, the highest priority is set for the movement route with the smallest physical burden, that is, the movement route with the shortest walking distance. Conversely, the lowest priority is set for the movement route with the largest physical burden, that is, the movement route with the longest walking distance. The CEMS server 2 generates movement route information including the plurality of movement routes with priorities set.

[0075] On the other hand, when the user does not have a predetermined attribute in S253 (when the determination in S253 is NO), the CEMS server 2 proceeds to S254 and predicts, based on the power supply-demand balance on the moving day predicted in S23, the time period (hereinafter also referred to as the "DR request time period") when participation in DR is requested on the moving day. The request for participation in DR includes the content of the power adjustment requested (for example, down-DR or up-DR) and the DR period (DR start time and DR end time). Up-DR is basically a DR that requests an increase in demand. However, when the power adjustment resource receiving the request is a power generation facility, up-DR may also request supply suppression for the power adjustment resource. On the other hand, down-DR is a DR that requests demand suppression or reverse power flow.

[0076] In S255, the CEMS server 2 compares the moving time periods of the plurality of moving routes with the DR request time period predicted in S254, and determines whether the moving time period includes the DR request time period. In S255, a YES determination is made when at least the moving time period of the moving route using POV includes the DR request time period. On the other hand, when the moving time period of the moving route using POV does not include the DR request time period, S255 makes a NO determination.

[0077] When the moving time periods of the plurality of moving routes include the DR request time period (when the determination in S255 is YES), the CEMS server 2 calculates, in S256, for each of the plurality of moving routes, an incentive to be given to the user of the vehicle as a consideration for participating in DR. The incentive may be, for example, a discount on the fare of the train 10 or the bus 11. The source of the incentive may be borne, for example, by the power company or the management entity of the CEMS server 2 for the purpose of having the user participate in DR. Note that for the moving route using POV, since the vehicle cannot participate in DR, no incentive is given to the user.

[0078] In S257, the CEMS server 2 sets priorities for a plurality of movement routes in descending order of incentive magnitude. In S257, among the plurality of movement routes, the highest priority is set for the movement route with the largest incentive. Conversely, the lowest priority is set for the movement route with the smallest incentive. The CEMS server 2 generates movement route information including the plurality of movement routes with priorities set.

[0079] Returning to S255, when the movement time zones of the plurality of movement routes do not include the DR request time zone (when the determination in S255 is NO), proceed to S256, and the CEMS server 2 calculates the power consumption per passenger for each of the plurality of movement routes. For a movement route using a POV, the power consumption per passenger can be calculated, for example, based on the distance of the movement route and the electricity cost of the POV. The electricity cost of the POV may be an actual value based on the driving history of the POV, or a value based on big data collected from a vehicle of the same type as the POV. Alternatively, it may be calculated based on the driving history of the POV (which may be a vehicle of the same type as the POV).

[0080] For a movement route using the train 10, the power consumption per passenger can be calculated, for example, based on the running distance of the train 10 on the movement route, the electricity cost of the train 10, and the average number of passengers of the train 10. The electricity cost and the average number of passengers of the train 10 may be actual values based on the running history of the train 10, or values based on big data collected from a train of the same type as the train 10. Note that the average number of passengers of the train 10 is preferably the average number of passengers in the movement time zone of the movement route. By dividing the power consumption of the train 10 on the movement route by the average number of passengers of the train 10, the power consumption per passenger can be calculated.

[0081] Regarding the travel route using the bus 11, similar to the travel route using the train 10, the power consumption per passenger can be calculated based on, for example, the travel distance of the bus 11 on the travel route, the electricity cost of the bus 11, and the average number of passengers on the bus 11. The electricity cost and the average number of passengers of the bus 11 may be actual values based on the driving history of the bus 11, or may be values based on big data collected from buses of the same type as the bus 11. Note that the average number of passengers on the bus 11 is preferably the average number of passengers during the travel time zone of the travel route. By dividing the power consumption of the bus 11 on the travel route by the average number of passengers on the bus 11, the power consumption per passenger can be calculated.

[0082] In S259, the CEMS server 2 sets priorities for a plurality of travel routes in ascending order of the power consumption per passenger. In S257, among the plurality of travel routes, the highest priority is set for the travel route with the lowest power consumption per passenger. Conversely, the lowest priority is set for the travel route with the highest power consumption per passenger. The CEMS server 2 generates travel route information including the plurality of travel routes with priorities set.

[0083] Returning to FIG. 2, the CEMS server 2 transmits the generated travel route information to the user terminal 9 by S26.

[0084] In S14, the user terminal 9 determines whether it has received travel route information from the CEMS server 2. In S14, if the travel route information has not been received from the CEMS server 2 within a predetermined time since the schedule information and the user information were transmitted to the CEMS server 2 (when the determination in S14 is NO), the user terminal 9 returns to S12 and transmits the schedule information and the user information to the CEMS server 2 again.

[0085] When the user terminal 9 receives the route information from the CEMS server 2 within a predetermined time after transmitting the schedule information and user information to the CEMS server 2 (when the determination in S14 is YES), the user terminal 9 presents a plurality of movement routes to the user by displaying the received movement route information on the touch panel display of the user terminal 9 in S15.

[0086] In S16, the user terminal 9 determines whether any one of the plurality of movement routes has been selected. When the touch panel display receives a user operation to select any one of the movement routes, S16 is determined to be YES.

[0087] When any one of the plurality of movement routes is selected (when the determination in S16 is YES), the user terminal 9 proceeds to S17 and grants the incentive set for the selected movement route to the user. In S17, when a movement route using public transportation is selected, a discount coupon for the fare of the train 10 or the bus 11 is issued as an incentive. The discount coupon can be used when using the train 10 or the bus 11. On the other hand, when a movement route using POV is selected, no incentive is given, so no discount coupon is issued.

[0088] <Example of Display of Movement Route> Next, an example of presenting (display example) a plurality of movement routes obtained by the above-described processing will be described. In the following description, the plurality of movement routes are configured to include four movement routes R1 to R4. The movement route R1 is a movement route using the train 10. The movement route R2 is a movement route using the bus 11 and the train 10. The movement route R3 is a movement route using the bus 11. The movement route R4 is a movement route using POV.

[0089] (First Display Example) FIG. 4 is a diagram showing a display example based on the movement route information generated in S259 of FIG. 3. In S259 of FIG. 3, for the four movement routes R1 to R4, priorities (1st to 4th) are set in ascending order of power consumption per passenger.

[0090] As shown in FIG. 4, the four movement routes R1 to R4 are displayed in order of decreasing priority. For each movement route, the departure time, the estimated arrival time, and the travel time are shown. Further, for each movement route, its breakdown is shown. Note that since the movement time zone of each movement route does not include the DR request time zone, it does not include information regarding incentives.

[0091] The movement route with the highest priority is movement route R1. Movement route R1 includes walking from the starting point to the nearest station, train 10 from the nearest station to the disembarkation station, and walking from the disembarkation station to the destination. The power consumption per passenger P1 corresponds to the power consumption per passenger while train 10 travels from the boarding station to the disembarkation station.

[0092] The movement route with the second highest priority is movement route R2. Movement route R2 includes walking from the starting point to the nearest bus stop, bus 11 from the bus stop to the boarding station, train 10 from the boarding station to the disembarkation station, and walking from the disembarkation station to the destination. The power consumption per passenger P21 corresponds to the power consumption per passenger while bus 11 travels from the bus stop to the boarding station, and the power consumption P22 corresponds to the power consumption per passenger of train 10 while train 10 travels from the boarding station to the disembarkation station. The power consumption per passenger P2 of movement route R2 is P21 + P22.

[0093] The movement route with the third highest priority is movement route R3. Movement route R3 includes walking from the starting point to the nearest bus stop, bus 11 from the bus stop to the bus stop where disembarkation occurs, and walking from the bus stop where disembarkation occurs to the destination. The power consumption per passenger P3 corresponds to the power consumption per passenger while bus 11 travels from the bus stop to the bus stop where disembarkation occurs.

[0094] The movement route with the fourth priority is movement route R4. Movement route R4 includes a vehicle (POV) from the starting point to the destination point. The power consumption per passenger P4 corresponds to the power consumption per passenger while the POV travels from the starting point to the destination point. Among P1 to P4, the relationship P1 < P2 < P3 < P4 holds.

[0095] The user can select any one of the plurality of movement routes R1 to R4 by comparing the travel time, the estimated departure time, and the power consumption, taking into account their own schedule on the day of movement. For example, when there is no time margin for movement, the user can select movement route R4 with the earliest estimated arrival time. On the contrary, when there is a time margin for movement, the user can select any one of movement routes R1 to R3 with less power consumption per passenger compared to movement route R4. By the user moving on a movement route with low power consumption, it is possible to contribute to suppressing power consumption in the microgrid MG.

[0096] (Second display example) FIG. 5 is a diagram showing a display example based on the movement route information generated in S257 of FIG. 3. In S257 of FIG. 3, priorities are set for the four movement routes R1 to R4 in descending order of the magnitude of the incentive.

[0097] As shown in FIG. 5, the four movement routes R1 to R4 are displayed in order of decreasing priority. Also in the display example of FIG. 5, similar to the display example of FIG. 4, for each movement route, the departure time, the estimated arrival time, the travel time, and the breakdown are shown. Further, the DR request time zone and the incentives given to the users who participated in the DR in each movement route are shown.

[0098] The movement route with the first priority is movement route R3. In movement route R3, as an incentive, a discount coupon (A1 yen) for the fare of bus 11 is given to the user.

[0099] The second-priority moving route is the moving route R1. In the moving route R1, as an incentive, a discount coupon (B1 yen) for the fare of the train 10 is given to the user.

[0100] The third-priority moving route is the moving route R2. In the moving route R2, as incentives, a discount coupon (A2 yen) for the bus fare of the bus 11 and a discount coupon (B2 yen) for the fare of the train 10 are given to the user. That is, the incentive in the moving route R2 is A2 + B2 yen.

[0101] The fourth-priority moving route is the moving route R4. In the moving route R4, since the POV cannot be made to participate in the DR, the incentive is 0 yen. Among A1, B1, A2 + B2, and 0, the relationship 0 < A2 + B2 < B1 < A1 holds.

[0102] The user can compare the travel time required, the expected departure time, and the incentives among the multiple moving routes R1 to R4, and select any one of the moving routes in consideration of their own schedule on the day of travel, etc. For example, when there is no time margin for travel, the user can select the moving route R4 with the earliest expected arrival time although no incentive is given. On the contrary, when there is a time margin for travel, the user can compare the magnitudes of the incentives and select any one of the moving routes R1 to R3. In the moving routes R1 to R3, since the POV can be made to participate in the DR, the power supply-demand balance in the microgrid MG can be adjusted.

[0103] (Third display example) FIG. 6 is a diagram showing a display example based on the moving route information generated in S261 of FIG. 3. In S261 of FIG. 3, priorities are set for the four moving routes R1 to R4 in ascending order of the physical burden on the user. As described above, the physical burden on the user is based on the distance the user walks.

[0104] As shown in FIG. 6, the four movement routes R1 to R4 are displayed in order of decreasing priority. Also in the display example of FIG. 6, as in the display example of FIG. 4, for each movement route, the departure time, the estimated arrival time, the travel time, and the breakdown are shown.

[0105] The movement route with the highest priority is movement route R4. The movement route with the second highest priority is movement route R3. The movement route with the third highest priority is movement route R2. The movement route with the fourth highest priority is movement route R1. Movement route R4 imposes the least physical burden on the user, and the first movement route R1 imposes the greatest physical burden on the user.

[0106] The display example of FIG. 6 is applicable when the user has a predetermined attribute. As described above, the predetermined attribute is an attribute that is presumed to have a reduced movement ability of the user, and includes, for example, the elderly, disabled persons, pregnant women, those with children, and the like. In the present embodiment, when the user's attribute includes at least one of the elderly, disabled persons, pregnant women, and those with children, it is determined that the user has a predetermined attribute.

[0107] The user can select any one of the movement routes R1 to R4 by comparing the travel time, the estimated departure time, and the physical burden. For example, a user with a reduced movement ability can select the fourth movement route R4, which imposes the least physical burden. Alternatively, the user can compare the estimated arrival time and the travel time and select any one of the movement routes R1 to R3.

[0108] As described above, according to the server and the power supply and demand adjustment method according to the embodiment, the user can, based on the schedule on the day of his / her own movement, use the vehicle to move to the destination on the day of movement, or follow the proposal from the server to keep the vehicle connected to the power facility and choose whether to participate in the adjustment of the power supply and demand balance. Also, when the user uses a means of movement other than the vehicle on the day of movement and participates in the adjustment of the power supply and demand balance, the user can receive an incentive. According to this, while ensuring the convenience and economic value of the user, the server can encourage the user to participate in the adjustment of the power supply and demand balance. Therefore, it is possible to maintain the power supply and demand balance while considering the interests of the user.

[0109] The embodiments disclosed this time should be considered as illustrative in all respects and not restrictive. The scope of the present disclosure is indicated by the claims rather than the description of the above embodiments, and it is intended that all modifications within the meaning and scope equivalent to the claims be included.

Explanation of Reference Numerals

[0110] 1 CEMS, 2 CEMS server, 3 power transformation and distribution equipment, 4 power grid, 5 distribution utility server, 6 public transportation server, 7, 8 vehicles, 9 user terminal, 10 train, 11 bus, 14 generator, 15 natural variable power source, 16 power storage system, 17 charge and discharge equipment, 21 control device, 22 storage device, 23 communication device, 100 power system, 130 HEMS server, R1 to R4 movement routes.

Claims

1. A server for managing a plurality of power regulation resources electrically connected to a power grid, wherein the plurality of power regulation resources includes power facilities configured to be capable of feeding power from a vehicle to the power grid and charging the vehicle from the power grid, the server comprising: a processor; and a memory storing a program executable by the processor, wherein when the server receives an input of a travel schedule including a travel date and time, a departure point, and a destination point from a user of the vehicle, the processor, according to the program, predicts a power supply-demand balance of the power grid at the travel date and time based on power supply-demand performance information in the power grid, and when it is predicted that the power supply-demand balance will be adjusted at the travel date and time, the server performs at least one of: proposing to the user to keep the vehicle connected to the power facility at the travel date and time; and granting an incentive when the vehicle responds to a request for adjusting the power supply-demand balance.

2. The server according to claim 1, wherein the processor proposes, as the proposal, traveling from the departure point to the destination point using public transportation.

3. The processor creates a first travel route using the vehicle and at least one second travel route using public transportation based on the travel schedule, and presents the first travel route and the at least one second travel route to the user together with the travel time required for each.

4. The processor calculates, for each of the first travel route and the at least one second travel route, the power consumption per passenger during the travel time required for the travel, Set priorities for the first travel route and the at least one second travel route in ascending order of the power consumption per passenger The server according to claim 3, presenting the first travel route and the at least one second travel route to the user in descending order of the priorities. **Claim 5** The processor predicts, based on the power supply and demand performance information, a time period during which the power supply and demand balance is adjusted at the travel date and time, and presents the predicted time period to the user. The server according to any one of claims 1 to 3. **Claim 6** The processor presents information regarding the incentive to the user. The server according to any one of claims 1 to 3. **Claim 7** The processor Creates a first travel route using the vehicle and at least one second travel route using public transportation based on the travel schedule When receiving an input of the user's attributes together with the travel schedule, determines whether the user has a predetermined attribute, where the predetermined attribute includes at least one of a physically disabled person, an elderly person, a pregnant woman, and a person with children When the user has the predetermined attribute, the processor For each of the first travel route and the at least one second travel route, calculates the incentive given to the user and the physical burden on the user Sets priorities for the first travel route and the at least one second travel route in ascending order of the physical burden on the user The server according to claim 1 or 2, presenting the first travel route and the at least one second travel route to the user in descending order of the priorities. **Claim 8** When the user does not have the predetermined attribute, the processor Set priorities for the first movement route and the at least one second movement route in descending order of the incentive. The server according to claim 7, presenting the first movement route and the at least one second movement route to the user in descending order of the priority.

9. A power supply and demand adjustment method for managing a plurality of power adjustment resources electrically connected to a power grid, The plurality of power adjustment resources include power facilities configured to be capable of feeding power from a vehicle to the power grid and charging the vehicle from the power grid. The power supply and demand adjustment method includes: When receiving an input of a movement schedule including a movement date and time, a departure point, and a destination from a user of the vehicle, predicting, by a computer, a power supply and demand balance of the power grid at the movement date and time based on power supply and demand performance information in the power grid; When it is predicted that the power supply and demand balance will be adjusted at the movement date and time, the computer performs at least one of a proposal to the user to keep the vehicle connected to the power facility at the movement date and time and an incentive for the vehicle to respond to a request for adjustment of the power supply and demand balance. A method for adjusting power supply and demand.

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